Combined automatic and straight-air brake.



. v. TURNER. COMBINED AUTOMATIC AND STRAIGHT AIR BRAKE.

APPLICATION FILED APR. 6, 1908,

Patented Uct.4,1910.

F330 INVENTOW Map W WITNESSE$ err ra'r av WALTER V. TURNER, OF EDGEWOOD,PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OFPITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

erases.

Specification of Letters Patent.

Patented Get. a, 191%.

Application filed April 6, 1908. Serial No. 425,491.

To all whom it may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United States,residing at Edgewood, in the county of Allegheny and State ofPennsylvania, have invented new and useful Improvements in CombinedAutomatic and Straight-Air Brakes, of which the following is aspecification.

This invention relates to fluid pressure brakes, and more particularlyto a combined automatic and straight air brake apparatus.

One important. application of my improvements is in electric tractionservice Where at times cars are operated singly, in which case thedirect or straight air brake constitutes a very desirable and flexiblebrake, while at other times where cars are operated in trains thereasons are well known for employing an automatic brake.

In view of the above, one object of my invention is to provide animproved and simple brake apparatus of the above character adaptedthrough manipulation of a single brake valve to provide a direct orstraight air brake or an automatic brake as desired.

Another object of my invention is to provide means in connection with acombined automatic and direct. air brake for augmenting the brakecylinder pressure in an emergency application or after a full serviceapplication of the brakes, saidmeans being adapted to first close thedirect air passage to the brake cylinder upon flow of airjrom theautomatic valve device aiidthen open the di rect air passage to supplyair to the brake cylinder to augment the pressure therein.

Another object of my invention is to provide a combined automatic anddirect or strai ht air brake having means for augmentmg the brakecylinder pressure from the'direct air supply in an emergency appli- Ycation of the brakes and adapted upon flow of air from said direct airpassage to close communication to the automatic valve,device or triplevalve, so that a corresponding increase in pressure in the auxiliaryreservoir and on the triple valve piston is prevented and the subsequentrelease of the brakesmay then be readily attained.

Still another object of my invention is to provide an improved doublecheck valve device for controlling the flow of air from two differentsources of pressure to a common receptacle, said valve device havingdifierential piston heads whereby the flow of air from one source ofpressure first closes the communication from the other source and thenopens said communication to supply further fluid therefrom to the commonreceptacle.

In the accompanying drawing: Figure 1 is a diagrammatic view of a carair brake equipment with my improvements applied thereto and showingcertain parts of the apparatus in section; Fig. 2 a plan View of thevalve seat for the rotary valve of the motormans brake valve, showingthe location of ports therein; Fig. 3 a face view of the rotary valve,showing the arrangement of ports and cavities; and Figs. A to 7inclusive diagrams illustrating the relative positions of the rotaryvalve in release, straight air application, automatic serviceapplication, and emergency application positions respectively.

According to this construction, the apparatus on a car may comprise, asshown in Fig. 1 of the drawing, an automatic valve device or triplevalve 1 having the usual piston chamber 2 connected by a branch pipe 3to train pipe 4, and a valve chamber 26 connected by pipe 5 to auxiliaryreservoir 6, a straight air pipe line 7, an air supply or control pipeline 8 connected by branch pipe 9, containing the usual feed or reducingvalve device 10, with main reservoir 11, a brake valve 12 connected tothe several train pipe lines, and a brake cylinder 13.

In addition to the above apparatus I provide a double check valve device14 containing a double seated difierential piston 15, the two pistonheads 16 and 17 of which divide the check valve easing into anintermediate chamber 18, communicating through brake cylinder pipe 19with the brake cylinder 13, and outer chambers 20 "and 21 adjacent therespective piston heads 16 and 17, the chamber 20 being in opencommunication with the automatic su ply pipe 22, and chamber 21 withindepen cut or straight air pipe 7 The automatic valve device 1 may com-7 the brake valve, port 32 registers with train pipe port 36, so

on which is mounted a graduating or auxiliary slide valve 25, saidvalves being contained in valve chamber 26.

The brake valve 12 comprises a rotary valve 27 provided with throughports 32, 33 and 34, and an exhaust cavity having a central port 28,adapted to register with exhaust port 29 in the valve seat, and otherports 30 and 31. In addition to-the exhaust port 29 the rotary valveseat is provided with ports 35 and 36 leading respectively to the director straight air pipe 7 and the automatic train pipe 4. The control pipe8 communicates with the chamber above the rotary valve 27 for supplyingfluid under pressure thereto. In the release position of as shown inFig. 4, through that fluid under pressure, according to the adjustmentof feed valve 10, is charged into the train pipe and thence flows totriple valve chamber 2 and around the triple valve piston to valvechamber 26 and aux1liary,reservoir 6, charging the parts to the normalstandard pressure in the usual manner. In this position the straight airport 35 is connected through ports 30 and 28 with exhaust port 29, sothat the straight air pipe is open to the atmosphere. In the releaseposition of the triple valve piston a cavity 37 in the main slide valveconnects exhaust port 38 with port 39 leading tobrake cylinder supplypipe 22, thus it will be seen that the chamber 20 at the outer face ofpiston head 16 is open to the atmosphere.

In order to make a straight air applica-' tion of the brakes, the brakevalve handle is turned to straight air application position, asillustrated in Fig. 5, in which position, through port 34 in rotaryvalve 27 registers withstraight air port 35, so that air under pressureis admitted to pipe 7 and to the outer face of piston head 17. As thehead 16 is subject on its outer face to the atmosphere through cavity 37in the main slide valve 24, the fluid pressure on the head 17 shifts thepiston over. and causes the head 16 to seat and close communication frombrake cylinder to pipe 22, at the same time a passage 40 is openedaround piston head 17, so that fluid under pressure in straight air pipe7 flows into chamber 18 and thence through pipe 19 to the brakecylinder; By moving the brake valve handle to straight air lap positionthe flow of air to the straight air pipe may be cutoff, and by againmoving the handle to straight air application position the pressure inthe brake cylinder may be further increasedas desired. In moving thebrake valve from straight air application to the straight air lapposition the through port 32 is adapted to partly register with trainpipe port 36, so as to maintain the pressure in the train pipe and suply air thereto in case of leakage. The br es may .port 31 registerswith train .tary valve also registers with then be released byturningthe brake valve handle to release position, Fig. 4, in which thestraight air pi e is connected to the atmosphere so that aid from thebrake cylinder flows through passage 40 and straight air pipe to theatmosphere. If it is desired to make an automatic service application ofthe brakes, the brake valve handle is turned to the automaticapplication position, as shown in Fig. 6, in which the small exhaust Ipipe 'port 36. Air is thus vented from, the tram pipe in the desiredamount and the brake valve is then returned to the automatic lapposition in the usual manner. The reduction in train pipe pressurecauses the piston 23 of the tri le valve device to move the main slideva ve 24 and the graduating valve 25 to service application position, sothat air is admitted from the auxiliary reservoir 6 through main slidevalve port 41 to port 39, pipe 22, and chamber.- 20. The piston 15 isthus shifted by the fluid pressure acting on the outer face of pistonhead 16, so that the head 17 closes the passage 40, while thepiston'head 16 um covers the groove 42 and thus permits air to flow fromthe auxiliaryreservoir and chamber 20 through the groove 42 to brakecylinder pipe 19 and the brake cylinder. The flow of air continues untilthe triple valve piston is moved back to lap position upon equalizationof pressures in the usual manner, and the supply port 41 is closed bythe graduating valve 25. Further reductions in train pipe pressure maybe made for the purpose of increasing the brake cylinder pressure by theflow of air from the auxiliary reservoir, as will be apparent. Thebrakes may be released by returning the brake valve handle to? releaseosition, in which the train pipe pressure is increased and the triplevalve piston shifted to release position, so that the main slide valveconnectsv ort 39 with the exhaust port 38, thus releasing the fluid inthe brake cylinder to the atmosphere. By turning the brake valve handleto emergency position, shown in Fig. 7, the large exhaust port'30 isconnected to the train pipe port 36, so that air is suddenly exhaustedfrom the train pipe and the triplevalve piston and main slide valve arethrown to emergency position, which sition the ort 39 is uncovered andair om the auxiliary reservoir flows to chamber 20 and shifts the piston15 so that fluid under pressure flows through passage 42 and pipe 19 tothe brake cylinder. Port 33 in the rostraight air port 35 in emergencyposition, so that fluid under pressure is admitted to the straight airipe 7 and thence to chamber 21 at the outer ace of pistonkhead 17.According to the construction slfown, the piston head 16 is of greaterarea than head 17 so that at first, as the air flows from pipe 22 to thebrake valve to shift over and close the straight air cylinder, thepressure of the air supply on 1 the outer face of the head 16 maintainsthe piston or check valve device 15 with the smaller head 17 seated andcutting off communication from the straight air pipe; but as theauxiliary reservoir pressure falls by expansion into the brake cylinderthe pressures on opposite sides of head 16 become substantially balancedand the higher pressure of the direct supply passage acting on the outerface of piston head 17 forces the piston 15 over to its opposite seat,thereby closing the automatic communication to the brake cylinder and atthe same time, opening communication from the direct supply throughpassage 10 around the piston head 17 to pipe 19 and the brake cylinder13. The fluid. at a higher pressure in the direct air pipe then flows tothe brake cylinder, aug menting the pressure therein until the same issubstantially equal to the full pressure of the control pipe line, asdetermined by the feed valve 10. It will thus be seen that a high brakecylinder pressure is secured in an emergency application of the brakesand vwithout increasing the auxiliary reservoir pressure so as to renderthe subsequent re lease of the brakes diflicult.

The brakes may be released after an emergency application by movingthemotormans brake valve handle to release position, fluid under pressureis then admitted to the train pipe and the straight air pipe isconnected to the exhaust port 29. Air may then flow from the brakecylinder through the passage 40 to the straight air pipe 7 and thence tothe atmosphere. The increase in train pipe pressure shifts the triplevalve 23 to release position and connects the pipe 22 to the exhaustport 38. Should the flow of air from the brake cylinder to the straightair pipe diminish the pressure on one side of the piston head 16sufficiently before the triple valve moves to release position, then thehigher pressure in chamber 20 on said piston head may cause the doublecheck pipe, but as at the same time the passage 42 is opened around thepiston head 16 to the pipe 22, the remaining air in the brake cylinderis released through the pipe 22 to the exhaust port 38.

It will be noted that the brake cylinder equalized service applicationof the brakes by turning the brake valve to straight air applicationposition, in which position air is admitted to the straight air pipeand, as in the case of an automatic emergency application, the straightair pressure shifts the double check valve and opens the straigl'lt aircommunication to the brake cylinder, thereby increasing the brakecylinder pressure.

Though specially designed for electric will be readily understood, toobtain combined automatic and straight air control of the engine brakes.

I have thus provided an air brake having means for readily obtainingeither an automatic or a straight air brake Whenever desired, andwherein the ordinary emergency pressure in the brake cylinder isaugmented by air from the straight air supply.

\Vhere itis desired to provide straight air control on more than thehead car the straight air pipe and the control pipe line are of courseprovided with couplings so as to extend from car to car.

Having now described my invention, What I claim as new and desire tosecure by Let ters Patent, is:

1. In a fluid pressure brake, the combination with an automatic valvedevice operated by a reduction in train pipe pressure to supply fluidunder pressure to a brake cylinder, of a direct pipe or passage for alsosupplying fluid to the brake cylinder and a valve mechanism operatingupon the flow of fluid from the automatic valve device to the brakecylinder, to close communication from the direct passage to the brakecylinder, and then to open said communication for supplying additionalfluid to the brake cylinder.

2. In a fluid pressure brake, the combination with an automatic valvedevice operated by a reduction in train pipe pressure to supply fluidunder pressure to a brake cylinder, of a direct pipe or passage for alsosupplying fluid to the brake cylinder and ,a valve mechanism operatingupon the flow of fluid from the automatic valve device to the brakecylinder, to close communication from the direct passage to the brakecylinder, and then to open said communication for supplying additionalfluid to the brake cylinder and. to close communication to saidautomatic valve device.

3. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir, triple valve, and brake cylinder, of a directsupply pipe or passage and a valve mechanism operating upon the flow ofair from the triple valve to the brake cylinder, for closing the directsupply pipe and then operating to open communication from the directsupply pipe to the brake cylinder, and to close communication to theauxiliary reservoir.

4. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir, triple valve, and brake cylinder, of a directsupply pipe or passage and a valve mechanism operating upon the flow ofair from the triple valve to the brake cylinder, for

closing the direct supply pipe and then opequalization of the fluidpressure erating upon equalization of the fluid pressure from the triplevalve into the brake cylinder, to open communicatlon from the supplypipe to'the brake cylinder and to close communication to the triplevalve.

5. In a fluid pressure brake, the combination with a train pipe and adirect or straight air supply pipe, an automatic valve device operatingupon a sudden reduction in train ipe pressure to supply air to the brakecylin er and a valve mechanism operated by the" flow of air from theautomatic valve device to the brake cylinder for closing communicationfrom the direct supply pipe to the brake cylinder and then operatingupon ated by the flow of 'fluid from the automatic valve device, toclose communication between the said pipe or passage and the brakec'ylinder, and then operated by pressurein-said pipe or passage to opensaid communication and supply further fluid to the brake cylinder.

7. In a fluid pressure brake, the combination with a brake cylinder, andan automatic valve device operating upon a reduction in train iperessure to sup ly air to the brake cylin er, 0 a direct supp y pipe anda valve mechanism operating upon equalization 'of fluid pressure fromthe automatic valve device to the brake cylinder to open communicationfromsaid-direct supply pipe to the brake cylinder. v

8 In a fluid pressure brake, the combination with a triple valve, brakecylinder,

train pipe, and direct air pipe, of a brake valve having means forsupplying air to said direct air pipe in emergency position, and a valvemechanism operated by the flow of air from the triple valve to the brakecylinder to close the direct supply passage to the brake cylinder andthen open the sameand close the communication to the triple valve.

-9. In a fluid pressure brake, the combination with a brake cylinder, ofa double check valvedevlce comprising differential piston heads forgontrolling communication from each of two different sources offluidpressure to the brake cylinder, the larger head being subject to theopposing pressures of the brake cylinder and one of said sources ofpressure and the smaller head to the pressure of the other source offluid pressure.

10. A double check valve device for controlling communication ;from eachone of l mg controlling the supply of air from said triple valve andfrom the direct air pipe to the brake cylinder, said .valve mechanismcomprising diiferential piston heads subject to the opposing pressuresof fluid from the triple valve in one directionand from the direct airpipe and the brake cylinder in the opposite direction.

12. In a fluid pressure brake, the combination with a triple valve,brake cylinder,

train pipe, and straight air. pipe, of a valve mechanism for governingcommunication from the triple valve and from the straight airpipe to thebrake cylinder, and a brake valve having means for supplying air to thetrain pipe and for connectmg t e straight air pipe to the atmosphere inrelease position thereof.

13. In a fluid pressure brake, the combination with a trlple valve,brake cylinder, train pipe, and straight air-pipe, of a valve mechanismfor governing communication from the triple valve and from the straightair pipe to the brake cylinder, and a brake valve having means forventing air from the train pipe and for su plying a1r through the straigt air pipe to t e brake cylinder in the emergency position at the fullpressure carried 1n the system.

14. In a fluid pressure brake, the combi- 'munication from the automaticvalve device to the brake cylinder then closingsaid communication andopenin the direct pipe or passage to the brake cylinder to augment thebrake cylinder pressure.

nation with a tram pipe and brake cylinder,

15. In a combined automatic and straight air brake, the combination withan automatic valve device for supplying air to the brake cylinder upon areduction 1n train brake cylinder and by brake cylinder pres- 7 sure andpressure in the direct passage-for closing said automatic communicationand opening the direct passage .to the brake cylinder.

16. In a fluid pressure brake, the combination with an automatic valvedevice operating upon a reduction in train pipe pressure for supplyingairto the brake cylinder, of a direct pipe or passage, a brake valvehaving means for supplying air, to the brake cylinder through saiddirect passage, and

means controlling communication from the automatlc valve device and fromthe direct I passage to the brake cylinder and operating brake cylinder.

In testimony whereof I have hereunto set my hand. I

WALTER V. TURNER. Witnesses:

R. F. E ERY,

WM. M. CODY.

